Signal device for miniature electric railways



R. N. MILLER.

SIGNAL DEVICE FOR MINIATURE ELECTRIC RAILWAYS.

APPLICATION FILED SEPT 20 I920.

Patented May 17, 1921.

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R. N. MILLER.

SIGNAL DEVICE FOR MINIATURE ELECTRIC RAILWAYS.

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ROBERT N. MILLER, OF ALTOONA, PENNSYLVANIA.

SIGNAL DEVICE FOR MINIATURE ELECTRIC RAILWAYS.

Specification of Letters Patent.

Patented May 17, 1921.

Application filed September 20, 1920. Serial No. 411,377.

T 0 all whom it may concern:

e it known that 1, ROBERT N. MILLER, a citizen of the United States, residin at Altoona, in the county of Blair and tate of Pennsylvania, have invented certain new and useful Improvements in Signal Devices for Miniature Electric Railways, of which the following is a specification.

This invention relates to miniature electric railway systems of the third rail type and has particular reference to a novel automatic block and signal arrangement therefor.

A primary object of the invention is to provide a system of the type set forth having suitable track circuits .whereby the movement of the trains of cars along the trackway from one block to the other is automatically Another object of this invention is to provide a signal of the semaphore type which is adapted to be moved through the action of suitable magnets, arranged to function simultaneously with a corresponding lamp indication at the various blocks.

A further object is to provide means whereby the magnet armature movement at the home block cuts the connection between a charged third rail, and a section of the rail adapted to be insulated at both ends, causing this section to become dead, thereby preventing the movement of a following train into the home block, together with means for permitting a train on the dead section to proceed to the next block.

A further object, of this invention-is to provide a divergent route indication which is obtained in conjunction with the above objects, by establishing a ground connection at the switch point giving a supplemental red indication in connection with a green or caution indication.

\Vith the above and other objects in view which will more readily appear as the-nature of the invention is better understood the same consists in the novel construction, combination and arrangement of parts as will be hereinafter more fully pointed out, illustrated and claimed.

controlled and indicated by 7 tact switches used in this signal system.

Fig. 2 is a plan view of the parts shown in Fig. 3.

Fig. 2 is an end view of one of the contact switches shown in Fig. 3.

Fig. 3 shows a plan view of the magnet set together with the contact switch shown in Fig. 2.

Fig. 4 is a perspective view showing a set of magnets together with the armature used to control the signal showing a modified type of switch.

Fig. 5'is a side elevation of the set of magnets shown in Fig. 3 together with the armature and armature bell crank used in connection with the operation of the semaphore shown in Fig. 1 of the drawings.

Fig. 6 is an end elevation of the parts shown in Fig. 5.

Fig. 7 is a wiring diagran'i showing the connections necessary for the proper functioning of the various parts of this signal system.

Similar reference numerals refer to similar parts throughout the several figures of the drawings.

In carrying the present invention into effect it is proposed to provide a toy or miniature electric railway system including a main live third rail having an automatic stop section and an auxiliary chargeable section both of which operate in conjunc-. tion with a signaling device including both a semaphore arm and red and green signals. This signaling device also includes an electromagnetic operating unit, electrically connected with the main third rail, the automatic stop section thereof, and the auxiliary third rail, as well as with the lamps referred to for simultaneously giving the proper signals.

The entire signaling device proper is mounted upon a suitable base or stand S carrying the electro-ma-gnetic operating unit concealed or housed within by a suitable cover C carrying on the top thereof a post or column P which supports the semaphore arm 10, as at 11 on a bracket 12 securely clamped to the post, the said bracket 12 also carrying a green lamp G. The semaphore arm 10 as shown in Fig. 1 may be provided with the lens 14 14 to more closely simulate the standard semaphore arm.

The post P also carries a red signal lamp R, which with the lamp G gives all of the signals required. These lamps function separately to give clear and closed signals but may function together to indicate a divergent route, as will hereinafter more fully appear.

The semaphore 10 is connected at one side of its pivot 11 with an operating rod 17, whose lower end 18 engages a bell crank 19 mounted on the shaft 19 of an armature 20 adapted to rest in bearing plates 21 and 22, as shown in Figs. 2 and 2 of the drawings.

Positioned on either side of the armature 20 is a set of magnets 2323 and 2424, which when energized attract the armature arm, rock the shaft 19 so that the bell crank throws the semaphore up or down as shown in Fig. 1 of the drawings.

The said armature 20nia-y be provided with a contact shoe or switch of any desired type, but preferably of the character designated in its entirety by the numeral 25 in Figs. 2, 2 and 2 and which consists essentially of a blade 26, carrying terminal engaging plates 27 and 28, which when brought in contact with the terminal fingers 29 and 30 or 3182 provide means for the current to pass through the circuit,

Figs. 4 and 5 show an alternate type of switch. In this form the switch includes a drum 25 placed on one end of the armature shaft 19 and carrying therewith the spaced metallic contact bars 34 and 35, which when the armature is rotated, come in contact with the current carrying terminals 36-37, 38, 39, as shown. This alternate method while not as positive as the preferable method answers very satisfactorily for light work.

Having thus described the signal unit, reference will now be made to the system. and its operation.

From Figs..3 and 7 it'will be observed that the terminal 43 is the terminal which connects with the auxiliary third rail 43*. while the terminal 45 is connected with the running rails 41 which are connected with the ground terminal 100. The terminal post 31 and 32.

51 at the left of the stand S is included in the line 52-50, while the terminal 44 is connected to the terminal 46 of the block B immediately ahead, and conversely the terminal 46 of block B for instance, is connected to the terminal 44 of the block A immediately to the rear. With this arrangement the magnet 23 of block B is in series with the magnet 24 of block A, and where more than two blocks are used in the system the magnet 24 of block 13 for instance, would be connected to the next block beyond the block B while the magnet 23 of the block .A would be connected with the block immediately preceding the same. Therefore, it will be apparent that each block is directly connected for proper functioning with those on either side, both forward and to the rear.

As previously indicated one of the distinctive features of the invention is to provide an insulated third rail section which is automatically thrown into and out of circuit by the movement of the train or locomotive over the track-way including the third rail 40 and running rails 41. When the electric locomotive, for example, having contact brushes or plates is in position on the rails 41 and a suitable brush carried thereby engages with the third rail 40, it will be apparent that current will be furnished to the motors of the locomotive to cause the same to travel over the rails 41.

Assuming that a locomotive is on the track 41 moving from left to right-and approaching the block A in Fig. 7, the said locomotive may move into the zone of block A if the insulated stop section 40 of the third rail is energized.

That is to say assuming that there is no train in the block A, the insulated stop section 40 of the main third rail 40 will be charged by reason of the fact that the armature controlled switch element 25 is in the position 25 in Fig. 7, bridging the contacts When the armature-switch member 25 is in the position 25 the circuit is closed from the normally charged third rail 40 through connections 40, termn'ial 40 line 40, switch 25, lamp 9, terminal 45, and connection 45 to one of the rails 41 which are connected with the ground terminal 100. Also, the circuit is closed from switch terminal 31 through line 31* through the terminal 49 from whence it is carried by line 49 to the insulated section 40. Thus, the insulated third rail section 40 may be charged in the same manner as the third rail 40, when the block is clear, to permit an approaching train to enter. 'When the block is clear the green lamp G is illuminated.

As the locomotive or train moves from a distant block into and through block A, the home block, and passes over the insulated section 40 of the main third rail 40 onto the portion 40' thereof, a new circuit is closed by reason of the brush of the locomotive bridging the portion 40' of the third rail and an auxiliary third rail 43 The closing of this circuit energizes the magnet 23 through connection 43 which has the effect of pulling the armature-switch element 25 from the position 25 to the right,'whereby it will close the circuit between the terminals 29 and 30. This will illuminate the red light R and break the circuit between the terminals 31 and 32 which has the effect of extinguishing the green light and deenergizing the section 40 to prevent a rear train following into the home block.

The closing of the circuit 40'-43*, in addition to pulling over the armature-switch element 25 to close the circuit to the red light R and 0 en the circuit to the section 40 of the bloch A, also closes the circuit to the third rail insulated section 40 of the distant block-or block immediately precedin the block A.

. n order to follow the circuits when the magnet-23 is energized as above indicated by a train passing over the auxiliary third rail section of the block, reference may best be made to block B in Fig. 7, in which it may be assumed that the insulated third rail section 4O thereof is energized, as it of course will be, if this block, now called the home block, is clear. Accordingly, bearing in mind that the closing of the circuit between the portion 40" (block B) of the main third rail 40 and the auxiliary third rail\43 closes the circuit to the magnet 23 for two purposes, namely denergizing the automatic stop section 40 of the home block and charging the corresponding section of the distant or preceding block, the circuits may be traced as follows V i From auxiliary third rail 43 through connection 43 to terminal 43, thence through magnet 23 to terminal 46. From this terminal current proceeds along the line 46 to the terminal 44 of the magnet 24 of the-now distant block A and from thence through terminal 45 and connection 45 to the run ning rail 41. The energizing of'the magnet 23 of block B and the magnet 24 of block A. which are in series, therefore has the 'efiect of pulling the switch 25 of block A tothe left and the switch 25 of block B to the right, closing the circuit to the red light in block B through line 40*, terminals -29 and 30, line 40 40. terminal 45 lihe453tto running rail 41. At the same time, the

green lamp G of block A' is-illuminated through the drawing of the armatureswit h 25 to the left and establishing a circuit through the terminals 31 and 32 as previously explained.

From the foregoing'it will be apparent that the present system includes a series of blocks, each having an automatic stop section 40 and an auxiliary third rail 43, with suitable connections leading to magnets connected inseries in adjacent blocks, whereby as soon as a train passes into the zone of the auxiliary third rail ofvthe home block, or block which it is entering, it will automatically cause the automatic stop section 40- of that block to become dead and automatically light up the red signal and cause the semaphore arm 10 to move into stop position. At the same time that the magnet 23 of the home block is energized to break the circuit to the automatic stop section 40 of that block and throw up the danger signal,

the magnet 24 of the distant or preceding.

block, which is in series therewith, is energized to shift the armature-switch element 25 of that block into such a position that the automatic stop section 40 of the said preceding block will be ener ized and the green signal G illuminated to S ow that the block is clear. a v v I t The red signal R is illuminated and the semaphore arm 10 thrown to stop position as soon as the train is fully into the home block, and until the trainis entirely in the home block the red signal in the preceding or distant block remains set so that no train can enter the said preceding block until the train is safely in the home block, 'or the block in which it is entering.

In event that a following train is proceeding at a faster speed than the advance train it will be apparent that the said following train will notbe able to proceed into the home block of the advance train by reason of the fact that when said advance train was passing through the rear or distant block, it automatically. caused the insulated section 40 thereof to become dead. Obviously therefore, the said following train wi l be stopped on the dead automatic stop section 4'0 which remains dead until the advance train has brush has made contact between the charged third rail 40 and the auxiliary third rail 43*. When this contact has. been made the dead section of the rear or distant block on which It has already been stated that the switch element 25 is carried by the armature shaft 19, and hence the reason for designating the element 25 as an armature-switch element.

passed fully into its home block and its And, it will also be remembered that the armature shaft 19 carries the arm 19 which on the other hand when the green or clear signal is exhibited the arm 10 drops to the position indicated at 16.

Another novel and distinctive feature of the system resides in the provision of what is termed as a divergent route of indication which is obtained by establishing a ground connection through the line 50 with terminal 51 and line 52- which leads to the red lamp R in such a way as to cause the red light to light up. This signal is registered when the home block is open or clear and the green signal Gris exhibited by reason of the switch element 25 bridging the terminals 31 and 32 to energize the stop section 40 of the third rail in the home block as previously indicated. That is to say, as the. connection 40* with the third rail 40 furnishes current to the terminal 32, if the line 50 is grounded to one of the running rails 41, the circuit will be closed through the line 50., terminal 51, line 52, red lamp R and line 53-which connects with the line 40 as indicated on block A of Fig. 7 forexample. Thus, the current may divide at terminal 40* to give a supplemental red signal in combination with the green which will indicate that a divergent route. is open as train approaches the home block.

Without further description it is thought that the operation and advantages or the present system will be readily apparent, and it will of course be understood that minor changes may be resorted to in the scope oi the appended claims without sacrificing any of the protection desired to be obtained thereby.

I claim:

1. A railway signaling system of the class described including a home block and a distant block, a charged third rail common to both blocks, an automatic stop section and an auxiliary third rail section in each block, and means whereby a train entering the home block will render the automatic stop section of the said home block dead and simultaneously energize the automatic stop section of the distant block.

2. A railway signaling system of the class described. including a home block and a distant block charged third rail common to both blocks, an automatic stop section and an auxiliary third rail section in each block, and electrmmagnetic means whereby a train entering the home block will render the automatic stop section of the said home block dead and simultaneously energize the automatic stop section of the distant block.

3. A railway signaling system of the class described including a home block and'a distant block, charged third rail common to both blocks, an automatic stop section and an auxiliary third rail section in each block, and means whereby a train entering the home block will render the automatic stop' in the saidhome block.

ar ner section of the said home block dead and simultaneously energize the automatic stop section of the distant block, said means including visual signaling elements adapted to exhibit a clear signal in the distant block when the home block is clear and a stop signal in the distant block when the homeblock is occupied.

i. A signaling system of the class de- 5. A signaling system of the class described including in combination. with the running rails and energized main third rail, of a plurality of blocks at designated intervals along said rails, an insulated third rail section with said block, an auxiliary third rail section also within each block, a switch electrically connected with said stop section and said auxiliary main third rail section and magnets for operating said switch, one of said magnets adapted to cause the switch to open the circuit to the automatic stop section after the train has passed over the same, and means for simultaneously registering a danger signal:

6. A railwa signaling system of the class described inc uding a home block and a distant block, charged third rail common to both blocks, an automatic stop section and an auxiliary third rail section in each block, an electro magnetic' means including a switch operated by a magnet in the home block to energizethe automatic section of a distant block when contact is made between the main third rail and the auxiliary rail system of the class signalin ome block and a 7. A railway described inc uding a hit distant block, charged third rail common to both blocks, an automatic stop section and an auxiliary third rail section in each block, and electro magnetic means including a switch adapted to be operated by a magnet in the home block to render the automatic stop section of said home block dead when the circuit -is closed betweenthe main third rat systemof the class described, including the combination with the third rail and insulated aux liary portions thereof, of an operating unit including an electro-magnetic device electrically connected with the said main railand the stop and auxiliary portions thereof, said device including an armature, and a shaft therefor, a semaphore signal operatively connected with said shaft, a switch also carried by the armature shaft, lamp signals electrically connected with the terminals for said switch, and electrical connections between the switch terminals 10 and the said third rail, electro-magnets, and lamps.

In testimony whereof I hereunto aflix my signature in the presence of two witnesses.

ROBERT N. MILLER. Witnesses:

W. H. GRINDALL, .G. E, HARGREAVES. 

